Railway-switch.



W. G. HARLAN.

RAILWAY SWITCH.

APPLICATION FILED MAY 20, 1913.

4 SHEETS-SHEET l.

i 8/ 7e 21 1 11 F1 INVENTOR:

WITNESSES; I

THE NORRIS PETERS CQ, PHOm-LHHO WASHINGmN, D. C.

W. G. HARLAN.

RAILWAY SWITCH.

APPLICATION FILED MAY 20, 1913.

Patented Mar. 23, 1915.

4 SHEBTSSHBBT 2.

w Q m T N N QW I v N WW \N w 4 a i Q III a W n v M ww m NW mm NM m M W A m @v NW m M V N v N m i O O \Q M t c 1.!) (I a o E QVV H H Mm m mw 3 m 21 RAV QM m E o o M N QM J o @fi Q R\ n w L E E. |L F P n w a Attorney THE NORRIS PETERS C0.. PHOTO-LITHO.. WASHINGTON, D. Q

W. G. HARLAN.

RAILWAY SWITCH.

. APPLICATION FILED MAY 20, 1913.

Patented Mar. 23, 1915.

4 SHEETS-SHEET 3.

WITNESSES INVENTOR.

THE NORRIS-PETERS CO" PHOTD-LITHO.. WASHINGTON. D. C.

W. G RAILWAY SWITCH.

-. HARLAN.

WITNESSES.

Attorney THE NORRIS PETERS co. PHOTO-LITHa. WASHINGTON, v c.

and useful Improvements Switches, of which the following is a speciran sra'rns Parana o in on.

WILLIAM G. HAIR/LAN, 0F CENTRALIA, WASHINGTON.

RAILWAY-SWITCH.

Specification of Letters Patent. Patented Mar, 23,1915, 1

Application filed May 20, 1913. Serial No. 768,864..

To all whom it may concern:

Be it known that I, WILLIAM G. HARLAN, a citizenv of the United States, residing at Oentralia', in the county of Lewisand State of WVashington, have invented certain new in Railwayfication.

This invention relates to new and useful improvements in railway switches and has for its primary object to provide means whereby the switch may be thrown from the train while in motion. In this way, theneed of a switchman at different points to throw the switch is obviated and the cost of maintenance of the road materially reduced.

In the accompanying drawings: Figure 1 is a plan view of my improved railway switch. Fig. 2 is a similar view with some of the parts shown in horizontal section.

Fig. 3 is a longitudinal section. Figs. 4 and 5 are transverse sections taken on line 4.-& and 5-5, respectively. Fig. 6 is a transverse section taken on line 6-6 of Fig. 1 with the front of a locomotive shown in dotted lines and'the switch thrower in full lines. Fig. 7 is a detail fragmentary view showing the adjustable connection between the wire cables and the cross chains for connecting the cables with the trip levers, the" parts shown on an enlarged scale. Fig. 8

is a diagrammatic view showing how the switch thrower may be applied to each end of the cars of the train, and Fig. 9

is a diagrammatic-plan View showing an In carrying out my inventioml provide the main track at the switch or siding with a pair of vertically disposed trip levers 3 and 4 which are pivoted on the bearing shaft 5 extending through the longitudinal 7 strips 6 which extend across the-top of an adjacent pair of cross ties. The trip levers 3 and 1 are provided in front of the switch (assuming that the train is traveling in the direction indicated by the arrows) and a pair of corresponding trip levers 7 and 8 also mounted-in a similar manner in front of the switch, assuming that the train isf travelmg 1n the opposite direction. I also prov-idea pair of trip levers 9 and 10 which are pivoted 'tojthe crossrod 11 extending across and secured to the top of an adjacent pair of cross ties in the siding. The switch I tongues which are indicated by the reference numeral 13 are pivoted, as at 14:, to the cross tie 15 in the usual manner and are connected together at their free ends by the trans-'.

verse locking bar 16.; One of the tongues is a connected by the link 17 with the vertical post-18 which is mounted to partially turn.

on the cross tie 18 and isprovided with a the guide'orkeeper bar 2l,secured on top of the cross tie 22 and adapted to, engage notches a formed in the edge of the'locking bar 16. The vertical post is further provided with the upwardly projecting portion g which extends through andabove acorrespending opening 23 in the top of the guide frame Ql-secured to the cross ties by the downwardly extending legs 25. The trip horizontal base po rti on;19 secured to the outer ends .ofthe longitudinally disposed locking keys 20, which are arranged lo'ngi' tudinally ofthe track with their inner ends sliding through correspond ng openings in levers are connected with the ends of the r portion 19 by the; wirecables 26, 27,28, 29, 30 and 31, respectively, which are about 3 I inch in diameter andwork over the hori Zonta-l'rollers 32' and between the vertical suitably secured to the cross ties in the proper position. The ends of the wire cables 26 to 31 inclusive are connectedwith the trip levers by the cross chains 35 to .10, respectively.

It will be observed that the chain 35 has one end connected-to the trip lever 3 below its pivot and itsopposite end connected with trip lever 4 above its pivot. This same system is carried out with'reference to the three sets of trip levers and chains, opposite ends of one chain of each set being connect ed with the trip levers at points above and below their pivots and opposite ends of the other chain of each set being connected in like manner, with the inner portions of each pair or set of chains crossing or intersecting as shown in Fig. 1 ofthe drawings. It will be understood that suitable slots are pro Ill vided in the switch tongues for the passage 1 of 'the'wire cables-and the switch may be J guide rollers 33, mounted on the brackets 34: a

thrown while the train is in motion by operating the trip levers.

To operate the trip levers, I provide what I term a switch thrower comprising a pair of vertically adjustable plunger bars 41 connected by the cross link 42 with the front end of the rock shaft 42 which extends into the cab of the engine and is provided with the handle 42 The plunger bars 41 work through corresponding guide slots formed in the cross pieces 43 of a suitable bearing frame. The switch thrower may be attached to the front of a locomotive in any suitable manner and a switch thrower will be attached to each end of the cars and especially when applied to freight trains. In attaching the switch thrower to the respective cars, the operating lever for the plunger bars can be placed at the corner where the lever is situated which withdraws the pin in the car coupler. Under these circumstances, in backing the train on a swltch, the brakeman pulls the lever which lowers one of the plunger bars in position to throw the switch without the brakeman getting off the train. When the lever 42 is in horizontal position, both plunger bars are raised sufficiently to clear the trip levers wlthout throwing the switch. An ordinary switch light 45 is connected with the switch stand by the rod 46 or other equivalent means so that the engineer can tell whether the swltch is open or closed.

It is obvious that by means of the trlp levers, the switch may be closed or opened while the train is in motion. For example, say the. train is traveling in the direction indicated by the arrows in Fig. 2, with the switch closed, as shown, and it is deslred that the switch be opened so that the train Wlll pass from the main track to the switch or siding. In this case, the plunger bar 41 at the left hand side of the locomotive is lowered which causes the wire cable 31 to turn the vertical shaft and open the switch. Turn buckles 46 or some other form of adjustable connections are employed for connecting the ends of the cross chains with the wire cables, whereby the tension of the cables may be regulated.

In Fig. 9 of the drawings, I have shown how the switch thrower may be carried at the front of the locomotive and a rock shaft and hand lever provided whereby the switch thrower may be operated from the cab of the engine.

Fig. 8 is a diagrammatic illustration of how the switch thrower may be attached to each end of the cars of the train. In this case, the lever 42 is pivoted to the upright bearing bar 42 which is secured to the cross pieces of the bearing frame. It is to be understood, however, that I do not limit myself to any particular style or form of switch thrower, nor any particular manner of securing same to the locomotive or cars of the train, but reserve the right to use any style or form of switch thrower and secure it in position as best adapted to meet the requirements.

Attention is called to the fact that when the switch is closed, one of the locking keys 20 engages the adjacent notch in the locking bar 15 and holds the switch in either open or closed position, as the case may be, until thrown by one of the trip levers in which case the locking key is disengaged and the other locking key engaged with the other notch in the bar to hold the switch in its new position until again operated. In this way, I entirely avoid accidentsby what is known as open switches.

From the foregoing description taken in connection with the drawings, it is thought that the construction, operation and many advantages of this. invention will be readily understood without requiring a more extended explanation;

Various changes in the form, proportions and minor details ofconstruction will be resorted to without departing from the principles or sacrificingany of'the advantages of this invention as defined in the appended claims.

Having described my invention what I claim as new, is

1. A railway switch of the character specified comprising pairs of pivoted trip levers, a vertical shaft connected with one of the tongues ofthe switch, means including wire cables for connecting, the trip levers with said shaft and locking means comprising a pair of longitudinally disposed locking keys and a transverse locking. bar connected with the free ends of the switch tongues and provided with notches alternately engageable with the lockingkeys whereby the switch may be securely locked in thrown position.

2. A railway switch comprising pairs of vertically disposed pivoted trip levers, a

vertical shaft connected with one of the tongues of the switch and mounted to turn on the track and means comprising wire cables'and cross chains for connecting the trip levers with the vertical shaft, whereby the switch may be thrown from one position to the other by throwing one of the trip levers, horizontal and vertical guide rollers for the wire cables and adjustable connections between the wire cables and cross chains.

3. A railway switch comprising pairs of vertically disposed pivoted trip levers, a vertical shaft connected with one ofthe tongues of the switch and mounted to turn on the track, means comprising wire cables and cross chains for connecting the trip levers with the switch stand, whereby the switch may be thrown from one position to the other by. throwing one of the trip levers,

horizontal and verticai guide rollers forthe ing keys, whereby the switch may be sewire cables, adjustable connections between 'curely locked in thrown position. 10 the wire cables and cross chains, and lock- In testimony whereof I afiix my signature ing means comprising a pair of longitudiin presence of two witnesses. nally disposed locking keys and a transverse WILLIAM G. HARL N. locking bar connected with the free ends of Witnesses: v the switch tongues and provided with CHAS. T. GREEN,

notches alternately engageable with the lock- F. D. YEAGERi Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Iatents, walhingtomhc. 

